lawrence



(No Model.) 2', Sheen -Sheet, 1.

J. R. LAWRENCE.

GAR COUPLING. No, 255,082; Patented Mar.14,1882.

UNITED STATES PATENT OFFICE.

JOHN R. LAWRENCE, OF CINCINNATI, OHIO, ASSIGNOR OF ONETHIRD TO CHARLES R. PARKER, OF SAME PLACE.

a CAR-COUPLING.

'SIECIFICATION forming part of Letters Patent No. 255,082, dated March 14, 1882.

' Application filed January 17, 1882. (No model.)

To all whom it may concern Be it known that I, JOHN R. LAWRENCE, of Cincinnati, Hamilton county, Ohio, have invented new and useful Improvements in Car- (louplings, of which the following is a specification.

The device comprises a central bar or rod, which extends lengthwise of the body-frame of the car, and has pivoted to each extremity a vertical crcss plate or equalizer, to whose respective upper and lower ends are pivoted longitudinaldraw-bolts,which,extendingthrough or beneath the end sill of the car body frame, are keyed fast within the draw-head or coup 1ing-head at that end of the car. Each of these heads is so constructed in association with that at the other extremity of the car and with the draw-bar and springs as to unite the functions of buflerand coupling-head. With this object in view the draw-bolt holes in the rear of each head are counterbored for two cushioningsprings, whose interposition between the head and the frame-work of the car-body enables them to alternately do service as bumper and draw springs. The casing of the lower spring extends back beneath the car-body, and is embraced by a suitable strap attached to the end sill. Each head has two horizontal throats or compartments, one immediately over the other, for as many couplinglinks, the casing or mnzzle of the upper throat extending somewhat forward of that of the lower one. Both coupling-links of each pair are held within the head by a single vertical coupling-pin common to both. r

In the accompanying drawings, Figure 1 is v a side elevation of my draw-bar and accessories. Fig. 2 is a perspective view of one of my draw-heads and associated members. Figs. 3 and 4. are respectively a vertical and a horizontal section of the same.

A represents members of the bed-frame of a railway-car. The remote extremities of the The draw-head has a rear projection, F, from its lower part, which has a vertical heel-plate, F, perforated (f) for the traverse of the upper draw-bolt, D, and which is supported and slides within a strap, G, attached to the end sill or bolster, A, by brace-bolts g g. A prolongation of this strap, extending up in front secured by a single coupling pin, L, which is passed down through and occupies a vertical orifice,c, in the head.

The portion e of the face of the draw-head surrounding the upperthroat, J, projects somewhat forward of that which surrounds the lower throat, J, in order that in sudden or severe crowding together of two or more cars the force of the concussion may be expended mainly on the upper buffer-spring, H, in the plane of the body-frame.

The use of two coupling-links secured by a single vertical pin, while greatly increasing the security, offers no resistance to the relative deflection of consecutive cars, such as occurs in traversing sharp curves.

- In the crowding together of the component cars of a train, incident to sudden stoppages, all of the springs H H. coact to do duty as bumpers. I

In the drawing apart of cars incident to a forward impulse of the engine the springs at the rear end of each car do duty as draw-sprin gs.

Should the forces become excessive, no injury is done to the springs, because the rear walls of the draw heads in such case confront the abutting faces g I of the bed-frame. This construction is much safer to the person employed in coupling and uncoupling of cars than are those of customary forms.

As compared with thecustomary forms using special bumpers and bumper-connections, the

present construction dispenses with the necessity ofdraft-timbers and side castings with the numerous bolts employed to attach the same to the car-body.

For cars having draw heads of different heights the option is afforded of employing either the upper or lower link or link-throats for the time being without the necessity of specially-constructed links.

The described draw-bar can be used with any of the accustomed arrangements using the common oval link.

Considerable advantage arises from the ample compressibility of train residing in the joint action of the two pairs of springs at each end, and equaladvantage accrues from the fact that in pulling or drawing out but one set of springs-namely, those at the rear end of each car-are brought into action, so that the train remains held compactly together.

The above-described preferred form of improvement may be varied in non-essential particulars. Forexample,thelink-throats,instead of being closed in at the sides, as shown, may extend entirely across the head.

The end sill may have sufficientvertical depth to coact with the strap G g in supporting the tongue or prolongation F.

1 am aware that it has been proposed to make the draw-bar spring do duty also as a buffer-spring byinclosing it in the draw-head, and that draw-heads have been devised for use with a pair of vertical coupling-links arranged side by side in the same horizontal plane, and that equalizers vibrating in horizontal planes have been associated with such couplings.

I claim as new and of my invention- 1. The combination, with a draw-head having two horizontal throats, J J, in' one vertihead and oceupyingsockets e e in the latter,

substantially as set forth.

3. The draw-head E, having the two horizontal coupling-link throats J J, one above the other, and having that portion a of its front wall which surrounds the upper throat and is in the plane of the car-bed frame projeeting forward of the portion which surrounds the lower throat, substantially as and for the purpose set forth.

4. The additional or supplementary spring H, occupying socket e in the rear end of a rear prolongation, F, from the lower portion of the draw-head in the described combination with abutment I and guiding and retaining strap G.

5. The support for the supplementary spring H, consisting of the abutment I and the double-headed or duplex bolt 9 g, secured to the end sill, A, of the car bedframe, as represented.

In testimony of which invention I hereunto set my hand.

JOHN R. LAWRENCE. Attest:

GEO. H. KNIGHT, SAML. S. CARPENTER. 

